GB2303668A - Engine vapour canister purge system - Google Patents

Engine vapour canister purge system Download PDF

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Publication number
GB2303668A
GB2303668A GB9515315A GB9515315A GB2303668A GB 2303668 A GB2303668 A GB 2303668A GB 9515315 A GB9515315 A GB 9515315A GB 9515315 A GB9515315 A GB 9515315A GB 2303668 A GB2303668 A GB 2303668A
Authority
GB
United Kingdom
Prior art keywords
engine
fuel
vapour
fuel tank
canister
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
GB9515315A
Other versions
GB9515315D0 (en
Inventor
Thomas Tsoi-Hei Ma
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Motor Co
Original Assignee
Ford Motor Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ford Motor Co filed Critical Ford Motor Co
Priority to GB9515315A priority Critical patent/GB2303668A/en
Publication of GB9515315D0 publication Critical patent/GB9515315D0/en
Publication of GB2303668A publication Critical patent/GB2303668A/en
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0871—Regulation of absorbents or adsorbents, e.g. purging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F01N3/2033—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using a fuel burner or introducing fuel into exhaust duct
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F02M25/089—Layout of the fuel vapour installation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2260/00—Exhaust treating devices having provisions not otherwise provided for
    • F01N2260/04—Exhaust treating devices having provisions not otherwise provided for for regeneration or reactivation, e.g. of catalyst
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

A spark ignition internal combustion engine 10 has a fuel tank 20,21, a vapour canister 22 through which the fuel tank is vented to atmosphere, and a flexible hose 32 to feed air to an emulsion tube 34 carried by a float 30. A pipe 38 or 39 provides suction or pumping of air saturated with fuel vapour from the ullage space 20 of the fuel tank and supplying the fuel rich air to the intake manifold 12 or exhaust system 16 of the engine 10 upstream of a catalytic converter or NO x trap.

Description

Engine with a Vapour Canister Purge System Field of the invention The present invention relates to an engine with a vapour canister purge system.
Background of the invention In order to meet legal limits set on evaporative emissions from a vehicle, it is necessary to prevent vapours caused by evaporation of fuel stored in the fuel tank from being discharged into the ambient atmosphere. The fuel tank must be vented and cannot be permanently sealed, as fuel could otherwise not be drawn from it. It is therefore known practice to place in the air vent of the fuel tank a vapour canister that absorbs fuel vapours to prevent their discharge. Such a canister does not have an infinite capacity and unless purged of vapour from time to time will reach saturation and cease to be effective. For this reason, various system have been proposed to purge the canister and to supply the vapour rich air to the intake system of the engine so that the vapours may be burnt and not discharged as evaporative emissions.In these systems, purging the canister was effected by isolating the canister from the fuel tank and drawing air through the canister by relying on the vacuum in the intake system of the engine.
The quantity of purged vapour entering the intake system of the engine cannot be determined with accuracy as it depends on the extent to which the vapour canister is saturated, which in turn varies with such factors as the length of time that the vehicle is allowed to remain standing with the engine switched off, the ambient temperature and the effectiveness of the purge cycle. Even during the course of a single purge cycle of the canister the concentration of vapour in the purging air will gradually decrease with time.
For all these reasons, the fuel recycled to the engine could not accurately be taken into account in the engine calibration.
Other systems have been proposed to make use of the purge vapour from the canister to start the engine from cold and to idle the engine during warm up. Once again, because the amount of fuel from the canister could not be determined accurately, these system were not reliable and none has been used in practice.
Object of the invention The present invention therefore seeks to provide a system for purging the vapour canister at the same time as delivering an accurately determined fuel concentration to the engine.
Summary of the invention According to the present invention, there is provided a spark ignition internal combustion engine having a fuel tank, a vapour canister through which the fuel tank is vented to atmosphere, and means for drawing ambient air through the vapour canister to purge the vapour canister, wherein the means for drawing ambient air through the vapour canister comprises a pipe for drawing air saturated with fuel vapour from the ullage space of the fuel tank and supplying the fuel rich air to the intake or exhaust system of the engine.
In the invention, the vapour canister is not isolated from the fuel tank during purging but is purged through the fuel tank. The vapour drawn from the fuel tank ullage space will be substantially fully saturated, and the vapour concentration will vary with the temperature in the tank (which can be measured) but not with the amount of the vapour purged from the vapour canister into the ullage space of the tank. Even if pure air is drawn out of the vapour canister after it has been fully purged, the air flow reaching the engine intake or exhaust system will still be saturated with fuel vapour.
It is assumed above that the rate of flow of purge air is relatively small to allow time for evaporation of the fuel in the tank, but this is a reasonable assumption as the air flow rate used for purging is small in order not to disturb the engine calibration excessively.
Vaporisation of the fuel in the fuel tank to saturation can be assisted by attaching to the vent pipe of the fuel tank leading from the vapour canister an emulsion tube that remains immersed in the fuel in the tank. When the pressure in the ullage space is reduced by the purging system, air from the canister will bubble through the immersed emulsion tube to surface saturated with fuel vapour into the ullage space of the fuel tank.
Preferably, the emulsion tube is attached to a float and remains at a predetermined level below the surface of the fuel at all times, the emulsion tube being connected to the vent pipe by a flexible hose.
In order to vent the ullage space to the vapour canister, small holes are formed in the flexible hose or the vent pipe above the level of the fuel but these holes should have a small cross section as compared with the immersed holes in the emulsion tube.
The fuel vapour drawn out in this manner may be used, as in the prior art, to supplement the fuel in the intake system.
In this case the negative pressure used to draw air from the ullage space of the fuel tank is the vacuum prevailing in the intake manifold.
Alternatively, the hydrocarbon rich air may be injected upstream of an NOx trap in the engine exhaust system to regenerate the NOx trap after a period during which the engine has been operated with a lean mixture. This fuel can also be injected upstream of a catalytic converter to assist in warming up the catalytic converter after a cold start or prolonged idle operation. In all these cases, the fuel vapour rich air would be drawn from the ullage space of the tank by a pump that generates the required suction to purge the vapour canister.
In all cases, the invention offers the advantage that the vapour concentration delivered to the engine is known and can therefore be controlled accurately.
Brief description of the drawings The invention will now be described further, by way of example, with reference to the accompanying drawing which is a schematic diagram of an engine in accordance with the invention.
Detailed description of the preferred embodiment The single figure shows an engine 10 having an intake manifold 12 with a butterfly throttle 14 to setting the engine load. The engine 10 also has an exhaust system which comprises a downpipe 16 leading to a catalytic converter and an NOX trap (not shown).
Fuel 21 for the engine is stored in the fuel tank that has a vent pipe 26 that leads by way of a vapour canister 22 to an opening 24 leading to the ambient atmosphere. The ullage space 20 of the fuel tank is connected by way of a first pipe 38 and a control valve 40 to the intake manifold 12 of the engine 10, and by way of a second pipe 39 and a pump 42 to the exhaust system 16 of the engine 10.
The vent pipe 26 is connected by a flexible hose 32 to an emulsion tube 34 that is maintained immersed at a fixed depth in the fuel 21 by a float 30. The emulsion tube 34 has an array of small holes 36. Smaller holes 28 are also formed in the vent pipe 26 above the level of the fuel 21.
In use, at all times and especially when the engine is stopped, vapour given off by evaporation of fuel in the fuel tank will build up the pressure in the ullage space 20 and be vented through the small holes 28 into the vapour canister 22. Here the vapour is adsorbed and stored while the air is discharged through the opening 24. This is of course a known method of avoiding evaporative emissions from the vehicle but steps have to be taken to purge the vapour canister 22 from time to time when the engine is in operation.
In the present invention, the vapour canister 22 is purged by drawing fuel rich air from the ullage space 20 of the fuel tank either through the pipe 38 or through the pipe 39.
These pipes suck air out of the ullage space 20 of the fuel tank and the replenishment air is drawn through the vapour canister 22 to purge the latter. The air entering the pipe 38 or 39 will be fully saturated with fuel vapour regardless of the quantity of fuel that is purged from the vapour canister 22.
To ensure full saturation of the vapour in the ullage space, the replenishment air is drawn through the holes 36 in the emulsion tube 34 and bubbles through the fuel 21. It is to ensure that the air is drawn in through the emulsion tube 34 that the holes 28 need to be smaller than the holes 36 in the emulsion tube.
The pipe 38 is used to supplement the fuel in the intake system during cold starts. During cold start operation, the control valve 40 is opened so that the manifold vacuum is applied to the ullage space to suck fuel rich vapours into the intake system 12. As the fuel concentration derived from the ullage space is known, this can be accurately taken into consideration for engine calibration. In this respect, it may be useful to provide a temperature sensor in the fuel tank to compensate for variation in fuel vapour pressure with temperature.
As well as being used for cold starts, the vapour drawn from the ullage space 20 can be used for idling during engine warm up.
The pipe 39 and the pump 42 are used to inject fuel vapours into the exhaust system for one of two purposes. If the catalytic converter has not reached its light-off temperature or has cooled down as a result of prolonged period of idling, then the fuel vapour may be injected to burn upstream of the catalytic converter, or react with oxygen within the catalytic converter, to heat the converter.
In other systems, an NOX trap may be provided in the exhaust to store NOX gases generated while the engine is run with a lean mixture. Because of the finite capacity of the NOX trap it needs to be regenerated periodically by supplying it with a reducing atmosphere and this can be effected in the present invention by injecting the fuel rich vapours upstream of the NOX trap at the same time as the engine is run at stoichiometry to avoid excess oxygen.
Because regeneration of the NOX trap is performed periodically while the engine is in operation, if the purge gases of the vapour canister are used in this way, then the requirement for a special purge cycle for the vapour canister 22 may be completely avoided.

Claims (9)

1. A spark ignition internal combustion engine having a fuel tank, a vapour canister through which the fuel tank is vented to atmosphere, and means for drawing ambient air through the vapour canister to purge the vapour canister, wherein the means for drawing ambient air through the vapour canister comprises a pipe for drawing air saturated with fuel vapour from the ullage space of the fuel tank and supplying the fuel rich air to the intake or exhaust system of the engine.
2. An engine as claimed in claim 1, wherein an emulsion tube that remains immersed in the fuel in the fuel tank is attached to the vent pipe of the fuel tank leading from the vapour canister to assist in vaporising the fuel in the fuel tank to achieve saturation in the ullage space.
3. An engine as claimed in claim 2, the emulsion tube is attached to a float and remains at a predetermined level below the surface of the fuel at all times, the emulsion tube being connected to the vent pipe by a flexible hose.
4. An engine as claimed in claim 3, wherein, in order to vent the ullage space to the vapour canister, small holes are formed in the flexible hose or the vent pipe above the level of the fuel, the latter holes having a small cross section as compared with the immersed holes in the emulsion tube.
5. An engine as claimed in any preceding claim, wherein the fuel vapour drawn from the ullage space of the fuel tank is fed to the intake system of the engine to supplement the fuel in the intake system, the suction applied to the ullage space in the fuel tank being derived from the vacuum prevailing in the engine intake manifold.
6. An engine as claimed in any of claims 1 to 5, wherein air saturated with fuel vapour is drawn from the ullage space of the fuel tank by means of a pump and is supplied to a point in the exhaust system of the engine.
7. An engine as claimed in claim 6, wherein the point in the exhaust system of the engine is positioned upstream of a catalytic converter, the fuel vapours being burnt or reacted to assisting in heating the catalytic converter.
8. An engine as claimed in claim 6, wherein the point in the exhaust system of the engine is positioned upstream of an NOX trap, the fuel vapours serving to regenerate the trap after a period of engine operation with a lean mixture.
9. An engine constructed, arranged and adapted to operate substantially as herein described with reference to and as illustrated in the accompanying drawings.
GB9515315A 1995-07-26 1995-07-26 Engine vapour canister purge system Withdrawn GB2303668A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB9515315A GB2303668A (en) 1995-07-26 1995-07-26 Engine vapour canister purge system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB9515315A GB2303668A (en) 1995-07-26 1995-07-26 Engine vapour canister purge system

Publications (2)

Publication Number Publication Date
GB9515315D0 GB9515315D0 (en) 1995-09-20
GB2303668A true GB2303668A (en) 1997-02-26

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GB9515315A Withdrawn GB2303668A (en) 1995-07-26 1995-07-26 Engine vapour canister purge system

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19813321A1 (en) * 1998-03-26 1999-10-14 Knecht Filterwerke Gmbh Adsorption filter arrangement for (de)aerating a vehicle fuel tank
GB2354722A (en) * 1999-09-16 2001-04-04 Bosch Gmbh Robert Heatable catalytic converter
GB2365800A (en) * 2000-08-17 2002-02-27 Daimler Chrysler Ag Apparatus for reducing the emission of vaporised hydrocarbons in a fuel supply system
WO2003062005A1 (en) * 2002-01-22 2003-07-31 Bayerische Motoren Werke Motor vehicle comprising a cryotank
DE102016205840A1 (en) * 2016-04-07 2017-10-12 Volkswagen Aktiengesellschaft A method of purging a fuel vapor sorbent and vehicle

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1364696A (en) * 1970-12-04 1974-08-29 Kleinig F L Liquid injection apparatus for internal combustion engine
US3842600A (en) * 1972-03-22 1974-10-22 Nissan Motor Exhaust cleaning apparatus for internal combustion engines
US3886920A (en) * 1974-04-12 1975-06-03 Gen Motors Corp Automotive vapor choke
US3888223A (en) * 1974-04-12 1975-06-10 Gen Motors Corp Carburetor enrichment system
WO1995008703A1 (en) * 1993-09-21 1995-03-30 Orbital Engine Company (Australia) Pty. Limited Catalytic treatment of engine exhaust gas

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1364696A (en) * 1970-12-04 1974-08-29 Kleinig F L Liquid injection apparatus for internal combustion engine
US3842600A (en) * 1972-03-22 1974-10-22 Nissan Motor Exhaust cleaning apparatus for internal combustion engines
US3886920A (en) * 1974-04-12 1975-06-03 Gen Motors Corp Automotive vapor choke
US3888223A (en) * 1974-04-12 1975-06-10 Gen Motors Corp Carburetor enrichment system
WO1995008703A1 (en) * 1993-09-21 1995-03-30 Orbital Engine Company (Australia) Pty. Limited Catalytic treatment of engine exhaust gas

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19813321A1 (en) * 1998-03-26 1999-10-14 Knecht Filterwerke Gmbh Adsorption filter arrangement for (de)aerating a vehicle fuel tank
DE19813321B4 (en) * 1998-03-26 2011-09-01 Mahle Filtersysteme Gmbh Regenerable filter material-containing adsorption filter device for the ventilation of a fuel tank of a motor vehicle
GB2354722A (en) * 1999-09-16 2001-04-04 Bosch Gmbh Robert Heatable catalytic converter
GB2354722B (en) * 1999-09-16 2002-05-29 Bosch Gmbh Robert Exhaust emission control equipment
GB2365800A (en) * 2000-08-17 2002-02-27 Daimler Chrysler Ag Apparatus for reducing the emission of vaporised hydrocarbons in a fuel supply system
US6550238B2 (en) 2000-08-17 2003-04-22 Daimlerchrysler Ag Apparatus for reducing the emission of vaporized hydrocarbons in a fuel supply system
GB2365800B (en) * 2000-08-17 2003-06-25 Daimler Chrysler Ag Apparatus for reducing the emission of vaporized hydrocarbons in a fuel supply system
WO2003062005A1 (en) * 2002-01-22 2003-07-31 Bayerische Motoren Werke Motor vehicle comprising a cryotank
US7131265B2 (en) 2002-01-22 2006-11-07 Bayerische Motoren Werke Aktiengesellschaft Motor vehicle with a cryotank
DE102016205840A1 (en) * 2016-04-07 2017-10-12 Volkswagen Aktiengesellschaft A method of purging a fuel vapor sorbent and vehicle

Also Published As

Publication number Publication date
GB9515315D0 (en) 1995-09-20

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